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DGP last won the day on June 8

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About DGP

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  1. As I have mentioned I was at Canadore in the Class of 72-74. Wayne Bolen has passed away...not sure about Big Al! Last saw him at an HAI in Dallas probably 10 years ago and yes he was still drinking scotch!
  2. I should have mentioned that my buddy Ray was driving the 205 and we were doing an N1 topping check.That was the highest that I was ever at in a helicopter...I haven't done a power check in an L now for probably 10 yrs....I do remember asking the wrench that I had with me if he was ready to go really high and he also said he didn't ever want to do that again....had fun doing an auto on the way back down!
  3. When i worked for Klondike we would load 5 guys in a jetbox...full fuel...get 6 guys to stand on the skids. You could do a power check on the ground!
  4. In the older L's you could do a power check at any altitude in cruise flight.They wanted to make sure that the bled valve would be closed so a high torque setting was usually required but you also have an airspeed restriction at settings in the yellow.You would set the power at the high end of the green...maintain a set pressure altitude...ie...2000ft..then you could get a good TOT reading .I remember doing a power check on an L4 and it had the same charts that you have mentioned. I was getting a little bit worried about being at 10000 ft when ground elevation was 500 ft. No idea why they changed the power check method.Being up that high makes sure that the bled valve will be closed. Some of the old c-28 engines that I flew had the bled valves removed and you were not allowed to go above 3000 ft. Doing that power check in the L4 you had to stay below 90 kts and pulling 100% torque at 10000 you are still climbing like he##. Very hard to get a good TOT reading at a set altitude. Not fun for sure. I did a power check in a 205 once...that was crazy...they wanted you to top out the N1....do you know how High we got in that thing. It was 30 C on the ground. I had a t-shirt on and almost froze when she finally red lined! We were somewhere above 12000 ft! I aint doing that again. I should have said there was only 2 of us in the 205...should have taken 14 good friends for a ride...would have helped. You may want to load that L3 up to gross weight to get it to stop climbing as fast. I don't know of any other charts...give Mr Bell a call.
  5. Okay...we are talking military use...Canadian military. so who cares about civilian certified. UH-1Y is Us military ....you have some where near 100 Canadian 412 that could be converted to UH-IY. I say go for it boys! And tell them to do it in Canada.
  6. I guess I am a little bit confused as a 600 N doesn't have a fenestron...me bad. Happens to us old guys.
  7. I have never flown a ship with a fenestron but I have talked with guys that flew the 600N. They were not impressed. Having flown a 407 for nearly 20 years I can say that that tailrotor is awesome. I will knock on my head...haven't dinged a main or t/r yet. I talked with a few guys at the HAI's that I have attended that flew both 145 and they all said they liked the tailrotor version better...who knows. The problem I see is the mast....its like the ones on the 117 I believe which does not like off level landings.I could tell you stories about the ones that Toronto Heli had....especially the one that was based in Kenora.
  8. I have to say that I would love to see them get the 145. I personally would love to get a check out on the one with the tailrotor. I read that they will not be putting the 5 rotor unit on the one with the tailrotor as opposed to the fenestron one. Too bad! The five bladed one has blades attached directly to the mast as opposed to attaching to a head...very strange. But I am sure Bell will be happy to take the cash for whatever they come up with.
  9. If they...Canadian military... is asking Bell to come up with a retrofit for their under powered 412....why would they not just tell them to get the Y model. I am sure they would be willing to do some horse trading. The 145 is nowhere near capable of doing what a Y model huey will do.
  10. I don't think those Chinook's they have were built in Canada. SAAB uses T700 engines in their fixwing...maybe they could retro fit engines into those 412's. Maybe even find some Canadians to do the work! Probably a nightmare waiting to happen. The UH-1Y empty weight is almost double what a 412 is....usefull internal is the same...6600 lbs. But they say that American built one with do 198kts redlined! You won't see a 412 doing that! If they have to buy Canadian built they are pretty much scr@#ed.
  11. No sweat hybrid...the icon threw me off.😋
  12. Pretty dumb comment...dah! We were their best customers.
  13. The guys from Midwest had a great time in Pickle lake with Ray as base manager.Still remember the time Ray and Ricky C went on a drill job for 5 days and decided to stop drinking and smoking until they got back to Pickle. I just happened to hit town the night they got back. Oh what a night is all I can say. Ricky couldn't move off the couch the next day until supper and then it was back to bed. Meanwhile both Ray and I had to go to work that day. We had a few for him at the Pickle Hotel that night but I seem to remember it was a short night. Lots of good times for sure....25 yrs ago at least! I think they took DZE on that drill move.
  14. Why didn't they go for the UH-1Y.... they cost 26 mill...Dah! At least they have some friggin power. GE700...1800Hp.
  15. I use to do the 8 hrs of bucketing followed by an hour of greasing and DIing before the cold brewskies. My old buddy Ray and I spent many nights in the Pickle hotel after givin er day after day on more fires than i can remember. Still remember Ray's line to the barkeep....double rums until I tell you to stop. You knew Ray had had enough when he would say bring me a Ceasar . This would then be followed up by a night cap at the Winston were Ray would order a Paralizer. Not sure what was in that but in the morning Ray would be up at 5 standing in the doorway of the double wide trailer that we stayed in with a towel around him and his electric razor going and never the worse for ware. He died at the ripe old age of 77 and had been flying for over 50 hrs with something over 22000 hrs under his belt! RIP buddy!
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